Transfer device for overhead track systems



Jan. 19, 1932. v, P. SCHMIDT ET AL TRANSFER DEVICE FOR OVERHEAD TRACKSYSTEMS Filed July 27. 1931 3 Sheets-Sheet l NVENTIOR:

mzdi& remman WITNESSES @QM Z Jan. 19, 1932.

7 V. P. SCHMIDT ET AL TRANSFER DEVICE FOR OVERHEAD TRACK SYSTEMS FiledJuly 27, 1931 3 Sheets-Sheet 2 WITNESSES flfim 1 TTORNEYS.

Jan. 19, 1932. v. P. SCHMIDT ET AL TRANSFER DEVICE FOR OVERHEAD TRACKSYSTEMS 3 Sheds-Sheet 3 Filed July 27. 1931 TTORNEYS.

Patented Jan. 19, 1932 PATENT OFFICE VICTOR P. SCHMIDT AND HARRY A.BRENAMAN, OF ALTOONA, PENNSYLVANIA TRANSFER DEVICE FOR OVERHEAD TRACKSYSTEMS Application filed July 27, 1931. Serial No. 553,350.

This invention relates to overhead track systems, such as used infactories or foundries for conveying materials by means of suspendedcarriers. and is particularly directed to a transfer device for shiftinga carrier from one lane of traffic to another. In a plant, for example,where the overhead tracks are arranged to provide a number of completecircuits operated independently of each other, it may be occasionallydesirable to shift a carrier from one circuit to another withoutdisturbing the continuity of the lanes of traffic of the separatecircuits.

The primary object of our invention is to provide means of acomparatively simple and inexpensive nature for thus effecting atransfer of a carrier from one overhead track circuit to another.Differing, however, from a switch, the transfer device of thisinvention, in either of its alternate operative positions, maintains theseveral lanes of traffic which pass through it, and hence permits theuninterrupted progression of other carriers along the prescribed routes.

A further object of the invention is to provide means for locking thetransfer device when it reaches either of its alternative operativepositions; together with means preventing the movement of a carrier ontothe transfer device, or onto the stationary tracks from the transferdevice, when the device is in any position other than a locked positionat either limit of its travel.

Other objects and advantages characterizing our invention will becomemore fully apparent from the description hereinafter of one embodimentor example thereof as illustrated in the accompanying drawings. Of thedrawings:

Fig. I is a plan view of a part of a monorail system and a transfertable used therein.

Fig. 11 is an end view of the transfer table.

Fig. III is a side view of the same.

Fig. IV is a cross-section of the same, taken as indicated by the linesIV-IV of Fig. 11; and,

Fig. V is a cross-section of the same, taken as indicated by the linesVV of Fig. I.

In the drawings the transfer device is indicated comprehensively at 1and this device we preferably designate a transfer table. It will beapparent, however, that the form of the table will in the practice ofthe invention be varied considerably to meet the special conditions inthe particular plant in which the monorail system is installed, and thatthe name transfer table is used herein to denominate the function ratherthan the form of the device.

At each side of the transfer table 1 there are stationary tracks 2suspended from I- beams 3, which form part of the overhead structure ofthe building, by means of hangers 4. The stationary tracks 2 are in thepresent example arranged in parallel spaced formation to afford twolanes of traffic designated at A and B. It may be assumed that the lanesA and B are parts of complete independent circuits over whichcarriersare progressed and that in the normal routing of the carriers there isno occasion to transfer a carrier from one circuit to another but thatat times this is desirable. The I-beams 3 supporting the stationarytracks 2 terminate at transverse channel beams 5 to which they areriveted by means of angle plates 6. Between the channel beams 5 thetransfer table 1 is niovably supported. the table being adapted totravel thereon in a direction transverse to lanes of traffic.

The transfer table 1 comprises a framework consisting of a pair ofparallel channels T cross-connected by three beams 8 which are spacedfrom each other at a distance corresponding to the distance between thelanes of trailic A and B. On each channel 7, as shown in Fig. V, thereare mounted a series of ball bearing rollers 9 and 10. One set of theserollers 9 is adapted to bear upon the upper flanges 11 of the channelbeams 5, and the other set of these rollers is adapted to bear upon theinner faces of the webs 12 C of the channel beams 5 so as to guide thetravel of the transfer table. The vertical rollers J are mounted on thewebs 13 of the channels T of the transfer table by means of bolts 11each having at their ends lock nuts 15 and intermediate the lock nuts 15a spacing member 16, the fixed part of the ball lwaring, and a washer17. The horizontal rollers 10 are similarly mounted on the lower flanges18 of the channels 7 by means of bolts ll each having lock nuts 15, a.spacing member 16. a washer 17 and an additional bevelled ashcr 19fitting the inclined sur face of the flange 18.

-Suspended from each cross beam 8 of the transfer table there are a pairof hangers 20 carrying at their lower ends the movable track sections21. Both the stationary tracks 2 and the movable track sections 21 arespaced from their respective hangers l, 20 by means of blocks so thatthe hangers will not interfere with the passage of the carrier trolleys."he three movable track sections 21 are of such length as to bridge thegaps between the stationary tracks 2, and they are e arranged inparallel spaced relation with the distance between them corresponding tothe distance between the stationary tracks 2.

For moving the transfer table 1 to its altcrnate operative positions,two depending hand-operated cables 23 are employed. Each cable 23 passesover a sheave 24 to an arm 25 on a latch member 26. The sheaves 24 aremounted in brackets 27 supported on angles 28 which extend from onestationary channel beam 5 to the other and define the limits of travelof the transfer table. The latch members 26 are pivotally mounted onbrackets which are secured to the cross beams 8 of the transfer table.Associated with each atch member 26 there is a coil sprin 30. one end ofwhich is attached to the lower part of a cross beam 8. As the transfertable 1 approaches either limit of its travel the inclined face 31 onone of the latch members 26 engages the flange 32 of the an gle 28 andrides up on this flange against the pressure of the spring until the perpendicular face 33 of the latch member has cleared the flange 32,whereupon, under the influence of the spring 30, the latch member isforced downward on the outer side of the flange as shown at the lefthand of Fig. Ill, and the transfer table is locked in one of itsalternate operative positions. To unlock the transfer table 1 and moveit to the other position. the cable 23 associated with the latch 26which is locked is pulled. This causes the latch to swing upward untilits inner end 34 strikes a late 35, whereupon further pull on the ca tocauses the transfer table to move in the direction of the pull until thetable strikes the angle 28 nearest the operator and the latch 26associated with the opposite cable 23 catches upon the flange 32 of thatangle. Each sheave 2t and latch 26 is disposed slightly to one side ofthe center line of the table 1.

hen the transfer table I occupies the locked position as shown in Fig.Ill, two of the movable track sections 21 are in registry with thestationary tracks 2. \Vhen the transfer table 1 has been moved to itsother locked position, a different pair or group of movable tracksections 21 is in registry with the stationary tracks The center trackseit'tiou 21 is, however, common to both pairs or groups and serves asthe means for shifting a carrier from lane A to lane ll or vice versa.

To prevent the trolley of a carrier from leaving the track or amn'iing,in case through inadvertence the transfer table 1 should he left in anyposition other than a locked position at its limit of travel, two setsof perforated plates 36 and 37 are employed. The plates 36 are securedto the stationary structure by means of brackets 38 bolted to the lowerflanges 39 of the channel bezuns 5. As shown in Fig. IV, each plate Elliis provided with openings 40 of a size to permit the passagetherethrough of a trolley when, and only when, the trolley is alignedwith one of the stationary tracks Accordingly, if a carrier is suspendedfrom the center movable track section 21 of the transfer table 1, and ifthe table is not at either limit of its travel, passage from the tracksection 21 to either stationary track 2 will be blocked or obstructed bythe plate 36. The plates 37 are secured to the hangers 20 by means ofangles all. As shown in Fig. III, each plate 37 is provided withopenings 42, corresponding in size to the openings 40 of the stationaryplates 36. Vl henever the transfer table 1 is at either limit of itstravel, passage of a trolley from a stationary track 2 to a movabletrack section is unobstructed; but whenever the transfer table is in anyposition mid-way between its alternate operative positions, the openings42 in plates 37 will not be in registry with the openings 10 in plates36, and passage of a carrier trolley from a statimiary track 2 towardsthe transfer table 1 will be obstructed.

The operation of the transfer table 1 will be apparent from the abovedescription, and need therefore be only briefly described. If it isdesired to move a carrier from lane A to lane B, the cable 23 nearest tolane A is pulled. and the transfer table 1 is moved to that side. Afterthe table has reached its limit of travel, one of the movable tracksections 21 will be in registry with the stationary track 2 of lane A.Furthermore, the openings 42 of plates 3? will be in registry with theopenings 40 of plates 36. Accordingly, the carrier will be free to movebeyond the ends of the stationary tracks 2 onto the aligned movabletrack section 21. Thereupon, by pulling the opposite cable 23, thetransfer table may be moved to its other operative position. When it hasreached its limit of travel, the center track section 21 will be inregistry with the stationary tracks 2 of lane B, and passage from thetransfer table 1 to the stationary tracks 2 will be permitted. Movementof a carrier from lane B to lane A is accomplished in the reversemanner.

From the above description it will be apparent that the movement of thetransfer table 1 to either of its operative positions does not cause aninterruption in the circuits of which the stationary tracks 2 form apart, but on the contrary their continuity is at all times preserved.Furthermore, carelessness in the operation of the transfer table cannotresult in causing a trolley to jam or to leave its track.

While we have described a particular embodiment of our invention, itwill be apparent that various changes may be made in the form of theapparatus herein described and illustrated without departing from thespirit of our invention. For example, the transfer table, while shownwith three movable track sections thereon, may obviously be providedwith additional track sections and may be associated with more than twosets of stationary tracks for the purpose of enabling the transfer ofcarriers from any lane of traflic to another lane. It will also beapparent that the transfer table of this invention may be adapted, as tothe nature of the tracks employed, for use with various types ofmonorail, double rail, or other overhead track systems; and that whilewe have shown a hand operated cable for shifting the position of thetransfer table, other mechanical or electrical devices may be used forthis purpose.

llaving thus described our invention, We

r claim 1. In an overhead track system, stationary tracks forl'ning anumber of lanes of trafiic, and a transfer table movable to alternate positions tran;-;versely of said stationary tracks, said transfer tablehaving thereon spaced track sections, one group of which is adapted toregister with said stationary tracks to complete the lanes of trafficwhen the transfer table is in one position, and another group of whichis adapted to register with said stationary tracks to complete the lanesof traflie when the transfer table is in the other position, one of saidtrack sections being common to both of the groups aforesaid.

In an overhead track system, stationary tracks forming two parallellanes of traffir. and a transfer table movable to alternate positionstransversely of said stationary tracks, said transfer table havingthereon three parallel spaced track sections, the outer track sectionsbeing adapted to be alternate ly paired with the center track section,according to the position occupied by said transfer table, to registerwith said stationary tracks for completing both lanes of traffic.

3. In an overhead track system, stationary tracks forming a number oflanes of traflic, a transfer table movable to alternate operativepositions transversely of said stationary tracks, said transfer tablehaving thereon spaced track sections adapted to be alternately groupedto register with said stationary tracks for completing the lanes oftraffie, and'nieans on said transfer table for ob structing the ends ofsaid stationary tracks when said transfer table is in any position otherthan one of its alternative operative positions.

-l. In an overhead track system, stationary tracks forming a number oflanes of traffic, a transfer table movable to alternate operativepositions transversely of said stationary tracks, said transfer tablehaving thereon spaced track sections adapted to be alternately groupedto register with said stationary tracks for completing the lanes oftraflic, and means fixed with relation to said stationary trael-zs forobstructing the ends of said movable track sections when said transfertable is in any position other than one of its alternative operativepositions.

5. In an overhead track system, stationary tracks forming a number oflanes of traffic, a transfer table movable to alternate operativepositions transversely of said stationary tracks, said transfer tablehaving thereon spaced track sections adapted to be alternately groupedto register with said stationary traclrs for completing the lanes oftraffic, means for automatically locking said transfer table when itreaches either of its alternative operative positions, and meanspreventing movement of a carrier on said stationary tracks beyond theends thereof when said transfer table is unlocked.

6. In an overhead track system, stationary tracks forming a number oflanes of traflic, a transfer table movable to alternate operativepositions transversely of said stationary tracks, said transfer tablehaving thereon spaced track sections adapted to be alternately groupedto register with said stationary tracks for completing the lanes oftrafiic, means for automatically locking said transfer table when itreaches either of its alternative operative positions. and meanspreventing movement of a carrier on said movable track sections beyondthe ends thereof when said transfer table is unlocked.

7. In an overhead track system, stationary tracks forming a. number oflanes of trai'lic, a transfer table movable to alternate operativepositions transversely of said stationary tracks, said transfer tablehaving thereon spaced track sections adapted to be alternately groupedto register With said stationary tracks for completing the lanes oftraffie, and perforated plates on said stationary tracks and on saidmovable track sections, the 5 perforations of said plates being inregistry only when said transfer table is in one of its operativepositions, and the plates otherwise blocking the passage of trafficbetween said movable track sections and said stationary 19 tracksections.

In testimony whereof, We have hereunto signed our names at Altoona,Pennsylvania, this 20th day of July, 1931.

VICTOR P. SCHMIDT. HARRY A. BRENAMAN.

